Power generation system and method for assembling the same

ABSTRACT

A power generation system is disclosed. The power generation system includes an electrical converting device and a repowered portion connected to the electrical converting device. The repowered portion includes a reciprocating internal combustion engine and a gearbox. The reciprocating internal combustion engine is connected to the gearbox by a first connecting structure. The gearbox is connected to the electrical converting device by a second connecting structure.

REFERENCE TO RELATED APPLICATIONS

This U.S. patent application is a continuation application of U.S. Ser.No. 12/470,209 filed on May 21, 2009, now U.S. Pat. No. 8,167,062 issuedon May 1, 2012. The disclosure of this prior application is consideredpart of the disclosure of this application and are hereby incorporatedby reference in their entirety.

TECHNICAL FIELD

The invention relates to a power generation system and to a method forassembling the same.

BACKGROUND

It is known in the art that some types of industrial vehicleapplications (e.g., locomotives, marine vessels and the like) mayutilize a reciprocating internal combustion engine for propelling thevehicle. Further, it is known in the art that an electrical convertingdevice (e.g., a traction alternator/traction generator) may be connectedto and be driven by the reciprocating internal combustion engine.

Although conventional industrial vehicle applications including anarrangement of a reciprocating internal combustion engine and electricalconverting device have proven to be useful, there have been efforts to“repower” such conventional industrial vehicle applications.“Repowering” a conventional industrial vehicle application usuallyincludes the removal and subsequent replacement of anoriginally-installed/older/less efficient/“higher emission”reciprocating internal combustion engine with a new reciprocatinginternal combustion engine. The intent of providing the newreciprocating internal combustion engine may be, for example, to providea “cleaner”/more efficient industrial vehicle application when comparedto other industrial vehicle applications including anoriginally-installed/older/less efficient/“high emission” reciprocatinginternal combustion engine.

However, it has been recognized that “repowering” industrial vehiclesmay undesirably introduce several structural and/or performance-relatedconcerns such that the usefulness and/or benefits to be realized by a“repowered” industrial vehicle application may be otherwise limited orprevented. Therefore, a need exists in the art for a power generationsystem and method for assembling the same in relation to “repowered”industrial vehicle applications.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will now be described, by way of example, with referenceto the accompanying drawings, in which:

FIG. 1A is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 1B is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 1C is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 1D is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 2A is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 2B is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 2C is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 2D is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 3A is a schematic diagram of a power generation system inaccordance with an embodiment of the invention;

FIG. 3B is a schematic diagram of a power generation system inaccordance with an embodiment of the invention; and

FIG. 3C is a schematic diagram of a power generation system inaccordance with an embodiment of the invention.

DETAILED DESCRIPTION

The Figures illustrate an exemplary embodiment of a novel powergeneration system and method for assembling the same in accordance withan embodiment of the invention. Based on the foregoing, it is to begenerally understood that the nomenclature used herein is simply forconvenience and the terms used to describe the invention should be giventhe broadest meaning by one of ordinary skill in the art.

Regarding the Power Generation System 20

Referring to FIG. 1A, a power generation system is shown generally at 20in accordance with an embodiment of the invention. In an embodiment, thepower generation system 20 includes a reciprocating internal combustionengine 32 (e.g. a diesel engine), a gearbox 36, and an electricalconverting device 34 (i.e., a device that converts mechanical energy atan input 66 into electrical energy at an output 68). In an embodiment,the electrical converting device may include, for example, a tractionalternator or a traction generator. In an embodiment, the powergeneration system 20 includes a first connecting structure 12 a thatconnects the reciprocating internal combustion engine 32 and the gearbox36, and, in an embodiment, the power generation system 20 includes asecond connecting structure 14 a that connects the gearbox 36 to theelectrical converting device 34.

In an embodiment, the reciprocating internal combustion engine 32,electrical converting device 34 and gearbox 36 are mounted to a supportframe 50 of an industrial vehicle (e.g., a locomotive, marine vessel orthe like). In an embodiment, the electrical converting device 34 is anoriginally-installed component, and, the reciprocating internalcombustion engine 32 is not an originally-installed component, butrather, a replacement component that may be “cleaner” and/or defined byan increased efficiency when compared to an originally-installedreciprocating internal combustion engine (not shown) that has beenremoved from the support frame 50.

Because the reciprocating internal combustion engine 32 may not be“immediately compatible” with the electrical converting device 34, thegearbox 36 and first and second connecting structure 12 a, 14 a may beintroduced in order to permit the reciprocating internal combustionengine 32 to functionally cooperate with the electrical convertingdevice 34. Accordingly, a combination of one or more of thereciprocating internal combustion engine 32, gearbox 36 and first andsecond connecting structure 12 a, 14 a may be referred to as a repoweredportion 10 a of the power generation system 20.

Regarding the Gearbox 36

Because the reciprocating internal combustion engine 32 is not anoriginally-installed component, it is likely that the maximum ratedspeed of the reciprocating internal combustion engine 32 is not the sameas the maximum rated speed of the electrical converting device 34. Assuch, in an embodiment, the gearbox 36 is introduced for transmittingpower from the reciprocating internal combustion engine 32 to theelectrical converting device 34 but also to substantially match themaximum rated speed of the reciprocating internal combustion engine 32to that of the electrical converting device 34.

For example, in an embodiment, both of the electrical converting device34 and the originally-installed reciprocating internal combustion engine(not shown) may each include a similar maximum rated speed of, forexample, 900 RPM. However, in an embodiment, the reciprocating internalcombustion engine 32 that replaces the originally-installedreciprocating internal combustion engine may include a maximum ratedspeed of, for example, 1800 RPM; as such, the selected gearbox 36 forinclusion with the repowered portion 10 a is characterized by specificgear ratio (e.g., a 2:1 gear ratio in view of the exemplar maximum ratedspeeds of 1800 RPM and 900 RPM described above) in order to match themaximum rated speed of the reciprocating internal combustion engine 32with that of the electrical converting device 34.

Further, in an embodiment, it will be appreciated that the gearbox 36shown in FIGS. 1A-1D is identified as “Gearbox A.” In an embodiment,“Gearbox A” may be characterized as any gearbox that does not include aclutch, an overrunning clutch, fluid coupling or a torque converter forselectively translating rotational movement. However, “Gearbox A” may becharacterized to include gears that are sized accordingly such that“Gearbox A” may withstand loads arising from the output device 60 (e.g.,a flywheel) of the reciprocating internal combustion engine 32 when thereciprocating internal combustion engine 32 is subjected to what iscommonly referred to in the art as “torque reversal” (i.e., as theengine continues to rotate in the forward direction, there are instanceswhere the engine stops transmitting torque to the driven device, and,for a brief instant, the inertia of the driven device is providingtorque to the reciprocating internal combustion engine; because of this,a clearance between the gear teeth is formed, and, when the torquebecomes positive again, the gears may collide with one another). It willbe appreciated that a torque reversal may also be characterized as, butnot limited to, a torque pulse, torque vibration or other suchshort-duration variation in the transmitted torque, wherein themagnitude of the reduction of torque caused by the torque pulse, torquevibration or other such short-duration variation in the transmittedtorque exceeds the average magnitude of the transmitted torque for abrief instant. Consequently, during that brief instant, the direction inwhich the instantaneous torque acts is the opposite of the direction inwhich the average transmitted torque acts. As such, in one example,“Gearbox A” may be characterized to include sufficiently increasedcontact area between the gears in order to withstand the loads producedby reciprocating internal combustion engine 32 during “torque reversal.”It will be appreciated that the above-described example forstrengthening the gears of “Gearbox A” is an embodiment of the inventionand should not be construed to limit the scope or intended function of“Gearbox A.”

Further, in an embodiment, the gearbox 36 (as well as the gearboxes 136,236 described in the foregoing disclosure) may include an idler gear(not shown). In an embodiment, the idler gear permits the gearbox output64 to rotate in the same direction as the gearbox input 62 so that therotor of the electrical converting device 34 may rotate in the samedirection that it would have rotated before introducing the repoweredportion 10 a (i.e., the implementation of the idler gear would obviatethe re-orientation of any brushes on the rotor slip-rings in analternator, and, the implementation of the idler gear would also allowfor the reuse of a DC generator found in older locomotives or otherindustrial vehicles that include such a DC generator instead of analternator).

Regarding the First Connecting Structure 12 a

Further, as will be described in the foregoing disclosure, it will beappreciated that one or more components of the first and secondconnecting structure 12 a, 14 a may accommodate at least some relativemotion between the reciprocating internal combustion engine 32 and thegearbox 36 and/or between the gearbox 36 and the electrical convertingdevice 34, which may result from the operation of the industrialvehicle.

Functionally, the first connecting structure 12 a is a mechanicalconnection that permits the reciprocating internal combustion engine 32to transmit power to the gearbox 36. In an embodiment, the firstconnecting structure 12 a includes a first misalignment coupling 40connected to a torsionally resilient coupling 46. Further, thetorsionally resilient coupling 46 is connected to an output device 60(e.g., a flywheel) of the reciprocating internal combustion engine 32,and, the misalignment coupling 40 is connected to a gearbox input 62(e.g., a gearbox input shaft) of the gearbox 36. As such, in anembodiment, the first connecting structure 12 a may be said to includethe output device 60, the torsionally resilient coupling 46, themisalignment coupling 40 and the gearbox input 62.

In an embodiment, the first misalignment coupling 40 and the torsionallyresilient coupling 46 are located between the reciprocating internalcombustion engine 32 and the gearbox 36 for connecting the output device60 of the reciprocating internal combustion engine 32 to the gearboxinput 62 of the gearbox 36. Functionally, the combination of the firstmisalignment coupling 40 and the torsionally resilient coupling 46transmits the rotational movement of the output device 60 of thereciprocating internal combustion engine 32 to the gearbox input 62 ofthe gearbox 36. Further, the torsionally resilient coupling 46 may befunctionally used as a “rotating shock absorber” that damps torquepulses/vibrations produced by the reciprocating internal combustionengine 32 in order to provide a smoother torque profile to the drivenequipment (e.g., the gearbox 36, and, ultimately, the electricalconverting device 34). Further, the first misalignment coupling 40 mayalso be functionally used to accommodate at least some relative motionthat occurs between a resiliently mounted reciprocating internalcombustion engine 32 (see, e.g., supports 52 and resilient mounts 54described below) and a rigidly mounted gearbox 36 when, for example, thesupport frame 50 undergoes bending or twisting during vehicle operation,or, for example, during ‘shock accelerations’ if, for example, alocomotive hits a string of railway cars at too high of a speed (e.g.,five miles-per-hour).

In an embodiment, the torsionally resilient coupling 46 may be anall-steel coupling that is damped by pressurized oil supplied by thereciprocating internal combustion engine 32. In an embodiment, thetorsionally resilient coupling 46 may be commercially available fromGEISLINGER®. It will be appreciated, however, that the torsionallyresilient coupling 46 is not limited to an all-steel embodiment and thatthe torsionally resilient coupling 46 may include a rubber or siliconematerial; in an embodiment, a rubber or silicone torsionally resilientcoupling 46 may be commercially available from VULKAN® and sold underthe trade-name VULASTIK®, or, alternatively, a rubber or siliconetorsionally resilient coupling 46 may be commercially available fromCENTA® and sold under the trade-names CENTAFLEX® or CENTAMAX®.

In an embodiment, the first misalignment coupling 40 may include a“Gesilco Butterfly” misalignment coupling commercially available fromGEISLINGER®, which has a high torque capacity in a relatively compactlength and is virtually maintenance-free due to a carbon-fiberconstruction. It will be appreciated, however, that the firstmisalignment coupling 40 is not limited to a GESILCO® misalignmentcoupling and that any type of coupling accommodating at least somerelative motion may be used as an alternative to the GESILCO®misalignment coupling.

Regarding the Second Connecting Structure 14 a

Functionally, the second connecting structure 14 a is a mechanicalconnection that permits the gearbox 36 to transmit power originatingfrom the reciprocating internal combustion engine 32 to the electricalconverting device 34. In an embodiment, the second connecting structure14 a includes a second misalignment coupling 42 that connects a gearboxoutput 64 (e.g. a gearbox output shaft) of the gearbox 36 to an input 66(i.e., a driven end of a rotor) of the electrical converting device 34.

In an embodiment, the second misalignment coupling 42 may functionallytransmit the rotation of the gearbox output 64 of the gearbox 36 to theinput 66 of the electrical converting device 34. Further, the secondmisalignment coupling 42 may be functionally used to accommodaterelative motion occurring between the rigidly mounted gearbox 36 and therigidly mounted electrical converting device 34 when the support frame50 undergoes bending or twisting during vehicle operation.

In an embodiment, the second misalignment coupling 42 may include a“Gesilco Butterfly” misalignment coupling commercially available fromGEISLINGER®, which is substantially similar to the first misalignmentcoupling 40 described above. As such, it will be appreciated that thesecond misalignment coupling 42 may be characterized to have a hightorque capacity and a high misalignment capacity in a relatively compactlength as well as being virtually maintenance-free due to a carbon-fiberconstruction. It will be appreciated, however, that the secondmisalignment coupling 42 is not limited to a GESILCO® butterfly-stylemisalignment coupling and that any type of coupling that possesses thecharacteristics discussed above may be used as an alternative to theGESILCO® butterfly-style misalignment coupling.

Regarding the Support 44

In an embodiment, the second connecting structure 14 a may also includea support 44 that supports the driven end or input 66 of the rotor ofthe electrical converting device 34. In an embodiment, the support 44may functionally align the rotor of the electrical converting device 34with the stator of the electrical converting device 34. In anembodiment, the support 44 is rigidly mounted to the support frame 50.

In an embodiment, the support 44 may be included in the design of thesecond connecting structure 14 a if, for example, the electricalconverting device 34 is characterized to include a “single bearing”structure that is intended to support only the free end of the rotor ofthe electrical converting device 34. As such, the support 44 may beincluded in order to function as a “second bearing” that assists theelectrical converting device 34 in the supporting the driven end orinput 66 of its rotor. However, if, for example, the electricalconverting device 34 is characterized to include a “double bearing”structure, it will be appreciated that the support 44 may be omittedfrom the design of the second connecting structure 14 a due to the factthat the electrical converting device 34 includes first and secondbearings that support the driven end or input 66 of the rotor as well asthe free end of the rotor.

Regarding a Resilient Mounting of the Reciprocating Internal CombustionEngine 32

In an embodiment, the power generation system 20 may also include one ormore supports 52 connected to the support frame 50 and one or moreresilient mounts 54 that resiliently connect the reciprocating internalcombustion engine 32 to the one or more supports 52. Functionally, theresilient mounting of the reciprocating internal combustion engine 32provides the following benefits: a) protection of reciprocating internalcombustion engine 32 from bending and twisting arising from the supportframe 50, b) protection of the reciprocating internal combustion engine32 from ‘shock accelerations’ arising from the support frame 50 due to,in the example of a locomotive, imperfections in the rail trackstructure and/or ‘hard couplings’ associated with stationary railcars,and c) avoiding the transmission of engine-produced noise and vibrationfrom the reciprocating internal combustion engine 32 to the supportframe 50. Comparatively, in an embodiment, the gearbox 36 is shown to berigidly mounted to the support frame 50; however, as explained in theforegoing disclosure at FIGS. 1C-1D, it will be appreciated that thegearbox 36 is not limited to a rigid mounting configuration and that thegearbox 36 may also be resiliently mounted to the support frame 50.Further, comparatively, it will be appreciated that because theelectrical converting device 34 is an originally-installed component,the electrical converting device 34 remains rigidly mounted to thesupport frame 50.

In an embodiment, the reciprocating internal combustion engine 32 may bemounted to the one or more supports 52 and one or more resilient mounts54 for functionally elevating the reciprocating internal combustionengine 32 away from the support frame 50 in order to permit thecrankshaft of the reciprocating internal combustion engine 32 to bealigned with the gearbox input 62 (in view of the alignment of thegearbox output 64 with that of the input 66 of the electrical convertingdevice 34). In view of the above description pertaining to the alignmentof the components of the present invention, it will be appreciated thatillustrated embodiments in the present disclosure should not be meant tolimit the scope of the invention. For example, in some illustratedembodiments, although the gearbox input 62 and gearbox output 64 maysubstantially include the same elevation relative the support frame 50(see, e.g., FIGS. 1B, 2B), the supports 52, 54 may be included in thedesign of such power generation systems in order to realize thefunctional benefits arising from the resilient mounting configuration ofthe reciprocating internal combustion engine 32 described above. Assuch, it will be appreciated that the supports 52, 54 are not limited toa particular function (elevation compensation, resilient mounting, orthe like) and may be included in the design of the invention toaccomplish any number of functions.

In an embodiment, the one or more supports 52 may be attached to thesupport frame 50 by any desirable connection such as, for example, awelded connection. Further, in an embodiment, the one or more supports52 may include a plurality of individual members, as illustrated, or,alternatively, one or more parallel elongated members that aresubstantially equal to a geometry (e.g., a length) of the reciprocatinginternal combustion engine 32.

Regarding the Power Generation System 120

Referring to FIG. 1B, a power generation system is shown generally at120 having a repowered portion 10 b in accordance with an embodiment ofthe invention. Comparatively, the repowered portion 10 b issubstantially similar to the repowered portion 10 a shown in FIG. 1Aexcept for the arrangement of the second connecting structure, which isshown generally at 14 b.

In an embodiment, the second connecting structure 14 b may becharacterized as a direct power transmitting connection 70 including ahub member 73 connected to a rigid circular disk 75 by a first pluralityof fasteners 72 (e.g., bolts) and a flexible circular disk (e.g., aflexplate) 77 connected to the input 66 (i.e., a driven end of a rotor)by a second plurality of fasteners 78. The flexible circular disk 77 isthen connected to the rigid circular disk 75 by a third plurality offasteners 74 (e.g., bolts). In an embodiment, the hub member 73 mayinclude a recess 76 to permit insertion and subsequent connection of thegearbox output 64 with the hub member 73.

Functionally, the second connecting structure 14 b is a mechanicalconnection that permits the gearbox 36 to transmit power originatingfrom the reciprocating internal combustion engine 32 to the electricalconverting device 34. Further, it will be appreciated that the directpower transmitting connection 70 of the second connecting structure 14 bmay accommodate at least some of the axial misalignment and the relativemovement occurring between the input 66 of the electrical convertingdevice 34 and the gearbox output 64. Even further, it will beappreciated that because the support 44 and second misalignment coupling42 are omitted from the design of the second connecting structure 14 b,the gearbox 36 may be characterized to include a stronger gearbox outerhousing and larger bearings.

Regarding the Power Generation System 220

Referring to FIG. 1C, a power generation system is shown generally at220 having a repowered portion 10 c in accordance with an embodiment ofthe invention. Comparatively, the repowered portion 10 c issubstantially similar to the repowered portion 10 a shown in FIG. 1Aexcept for the arrangement of the first connecting structure, which isshown generally at 12 b. Further, the repowered portion 10 c isdifferentiated from the repowered portion 10 a shown in FIG. 1A due tothe resilient mounting of the gearbox 36 with respect to the supportframe 50 (i.e., the gearbox 36 is rigidly mounted to the support frame50 in FIG. 1A); as such, it will be appreciated that the firstmisalignment coupling 40 may be omitted from the design of the firstconnecting structure 12 b because both of the reciprocating internalcombustion engine 32 and gearbox 36 are resiliently mounted. Yet evenfurther, in an embodiment, the repowered portion 10 c is differentiatedfrom the repowered portion 10 a shown in FIG. 1A in that the secondmisalignment coupling 42 may allow for a larger range of motion arisingfrom the resilient mounting of the gearbox 36 as well as for the bendingand twisting of the support frame 50.

In an embodiment, the first connecting structure 12 b may becharacterized as a flanged connection 80 having a torsionally resilientcoupling 46. Further, in an embodiment, this flanged connection 80possesses the function of rigidly connecting the reciprocating internalcombustion engine 32 to the gearbox 36, such that the reciprocatinginternal combustion engine 32, the flanged connection 80 and the gearbox36 form a common resilient mounting structure.

In an embodiment, the torsionally resilient coupling 46 is arrangedbetween and connects the output device 60 (e.g., a flywheel) of thereciprocating internal combustion engine 32 and the gearbox input 62(e.g., a gearbox input shaft) of the gearbox 36. Further, in anembodiment, the first connecting structure 12 b may be furthercharacterized to include a flywheel housing 82 connected to thereciprocating internal combustion engine 32 that contains the outputdevice 60, and, the first connecting structure 12 b may be furthercharacterized to include a gearbox input housing 84 connected to thegearbox 36 that contains the gearbox input 62. In an embodiment, thehousings 82, 84 may be flanged/connected to one another. In anembodiment, the torsionally resilient coupling 46 may be located withinone of or both of the flywheel housing 82 and the gearbox input housing84.

As indicated above, in an embodiment, the gearbox 36 is resilientlymounted with respect to the support frame 50. The resilient mounting ofthe gearbox 36 is permitted by way of one or more supports 86 connectedto the support frame 50 and one or more resilient mounts 88 that connectthe gearbox 36 to the one or more supports 86. In an embodiment, the oneor more supports 86 may be attached to the support frame 50 by anydesirable connection such as, for example, a welded connection. Further,in an embodiment, the one or more supports 86 may include one or moreindividual members, as illustrated, or, alternatively, one or moreparallel elongated members that fulfill the function of both the one ormore supports 86 and the one or more supports 52, and that aresubstantially equal to a geometry (e.g., a length) of the commonstructure formed by the gearbox 36, the flanged connection 80 and thereciprocating internal combustion engine 32.

Further, in an embodiment, it will be appreciated that the one or moresupports 86 and resilient mounts 88 may be utilized concurrently withthe one or more supports 52 and resilient mounts 54 to resiliently mountthe gearbox 36 and the reciprocating internal combustion engine 32 withrespect to the support frame 50. Even further, it will be appreciatedthat the one or more supports 86 and resilient mounts 88 may becharacterized to include dissimilar geometries from the one or moresupports 52 and resilient mounts 54 in order to accommodate thealignment of, for example, the output device 60 (e.g., a flywheel) ofthe reciprocating internal combustion engine 32 and, for example, thegearbox input 62 (e.g., a gearbox input shaft) of the gearbox 36. Yeteven further, it will be appreciated that the resilient mounts 54, 88may be characterized to include different stiffnesses due to differentamounts of weight being imparted to the resilient mounts 54, 88 by,respectively, the reciprocating internal combustion engine 32 and thegearbox 36.

Regarding the Power Generation System 320

Referring to FIG. 1D, a power generation system is shown generally at320 having a repowered portion 10 d in accordance with an embodiment ofthe invention. Comparatively, the repowered portion 10 d issubstantially similar to the repowered portion 10 c shown in FIG. 1Cexcept for a) the arrangement of the resilient mounting of the gearbox36 and the reciprocating internal combustion engine 32 with respect tothe support frame 50, and b) the arrangement of the first connectingstructure, which is shown generally at 12 c.

Firstly, in an embodiment, the gearbox 36 and reciprocating internalcombustion engine 32 of FIG. 1D share and are connected into a commonresilient mounting structure by a rigid and strong skid 94 as opposed totheir sharing and being connected into a common resilient mountingstructure by a flanged connection 80. Secondly, in an embodiment, thefirst connecting structure 12 c is substantially similar to the firstconnecting structure 12 a of FIGS. 1A, 1B except that the firstmisalignment coupling 40 may be omitted because both of thereciprocating internal combustion engine 32 and gearbox 36 areresiliently mounted.

In an embodiment, the skid 94 is connected to the support frame 50 by aplurality of resilient mounts 92. By arranging both of the gearbox 36and the reciprocating internal combustion engine 32 on the skid 94, bothof the gearbox 36 and the internal combustion engine 32 may beresiliently mounted with a common structure while also maintaining thealignment of, for example, the output device 60 of the reciprocatinginternal combustion engine 32 and the gearbox input 62 of the gearbox36.

Regarding the Power Generation Systems 420, 520, 620, 720

Referring to FIGS. 2A-2D, power generation systems are shownrespectively at 420, 520, 620, 720 each having a repowered portion 10 e,10 f, 10 g, 10 h in accordance with an embodiment of the invention. Inan embodiment, the power generation systems 420, 520, 620, 720 arerespectively similar to the power generation systems 20, 120, 220, 320of FIGS. 1A-1D with the exception of the design of the gearbox (i.e.,“Gearbox B”), which is shown generally at 136 in each of FIGS. 2A-2D.

In an embodiment, “Gearbox B” is differentiated from the gearbox 36(i.e., “Gearbox A”) in that “Gearbox B” includes an integrated clutch,overrunning clutch, constant- or variable-fill fluid coupling or torqueconverter, which is shown generally at 96; it will be appreciated thatreference numeral 96 may refer to any of the above-described componentsand that the invention is not limited to including a clutch, anoverrunning clutch, constant- or variable-fill fluid coupling or torqueconverter at reference numeral 96. In an embodiment, the clutch,integrated overrunning clutch, constant- or variable-fill fluid couplingor torque converter 96 is utilized for selectively translatingrotational movement during specific operating conditions (e.g. an idlingcondition) of the reciprocating internal combustion engine 32 whentorque reversals of the output device 60 (e.g., a flywheel) of thereciprocating internal combustion engine 32 are likely to occur.Further, in an embodiment, the torsionally resilient coupling 46 of therepowered portion 10 e, 10 f, 10 g, 10 h (as well as the torsionallyresilient coupling 46 of the repowered portion 10 i, 10 j, 10 kdescribed in the foregoing description) may be differentiated from thetorsionally resilient coupling 46 of the repowered portion 10 a, 10 b,10 c, 10 d in that the torsionally resilient coupling 46 of therepowered portion 10 e, 10 f, 10 g, 10 h (or of the repowered portion 10i, 10 j, 10 k described in the foregoing disclosure) includes a lowerdegree of torsional stiffness. Because of the arrangement of theinternal clutch, overrunning clutch, constant- or variable-fill fluidcoupling or torque converter 96 as a component of the “Gearbox B,” thegears of “Gearbox B” may not need to be sized to accommodate torquereversals. However, it will be appreciated that “Gearbox B” may includegears with an increased ability to withstand whatever low-magnitudetorque pulses may still be transmitted from the output device 60 of thereciprocating internal combustion engine 32 to the gears within thegearbox 136 by way of the torsionally resilient coupling 46 of therepowered portion 10 e, 10 f, 10 g, 10 h (or of the repowered portion 10i, 10 j, 10 k described in the foregoing disclosure) and the clutch,overrunning clutch, constant- or variable-fill fluid coupling or torqueconverter 96 throughout the range of operating conditions. Further, itwill be appreciated that the torsionally resilient coupling 46 of therepowered portion 10 e, 10 f, 10 g, 10 h (or of the repowered portion 10i, 10 j, 10 k described in the foregoing disclosure) may becharacterized as having a lower torsional stiffness than the torsionallyresilient coupling 46 of the repowered portion 10 a, 10 b, 10 c, 10 ddue to the clutch, overrunning clutch, constant- or variable-fill fluidcoupling or torque converter 96 reducing the need for high torsionalstiffness within the torsionally resilient coupling 46 to avoid damagebeing imparted to the torsionally resilient coupling 46 arising fromextremely high-magnitude torque pulses during, for example, the startingof the reciprocating internal combustion engine 32.

Operationally, in an embodiment, ‘96’ may include a clutch such thatwhen the reciprocating internal combustion engine 32 is in an idlecondition, the clutch 96 may be disengaged completely, or,alternatively, the applied pressure of the clutch 96 may be reduced. Assuch, the gearbox 136 may be permitted to continue to operate as theclutch 96 may allow for a controlled amount of slip when thereciprocating internal combustion engine 32 is idling; in an embodiment,the slipping may be controlled by a control system (not shown) thatadjusts the reduced pressure applied by the clutch 96. Further, in anembodiment, the same method of allowing a controlled amount of slipwithin the clutch 96 may be used, in the example of a locomotive, duringdynamic braking when the electrical converting device 34 may be requiredto rotate at a somewhat elevated speed to produce field current for thelocomotive's traction motors (not shown), while the net power beingtransmitted through the power generation system remains low.Functionally, allowing the clutch 96 to slip during idle and dynamicbraking may isolate the gears within the gearbox 136 from whateverlow-magnitude torque reversals may be produced during idle and dynamicbraking. Further, if, for example, ‘96’ is a clutch, it will beappreciated that in some circumstances a small amount of power may stillneed to be transmitted to the electrical converting device 34 duringconditions conducive to torque reversals; as such, by permitting theclutch 96 to slip rather than disengage, the clutch 96 may permit theelectrical converting device 34 to receive the small amount of powerfrom the reciprocating internal combustion engine 32. Such examples mayinclude circumstances where the electrical converting device 34 isneeded to power small auxiliary loads during idle, or, to provide afield current for exciting traction motors during dynamic braking. Assuch, by allowing the clutch 96 to slip, additional isolation isprovided between the torque pulses of the reciprocating internalcombustion engine 32 and the rotating mass of the electrical convertingdevice 34. Further, in an embodiment, it will be appreciated thatbecause “Gearbox B” includes the clutch 96, the gears may not need to besized accordingly to accommodate torque reversal from the reciprocatinginternal combustion engine 32. Alternatively, the clutch 96 may bepermitted to be disengaged while the reciprocating internal combustionengine 32 is being started and stopped while being engaged at all othertimes (i.e., no slipping), including during idle and dynamic braking. Itwill be appreciated that in this alternative, wherein the clutch 96remains engaged, for example, during idle and dynamic braking, the gearsmay need to be sized accordingly to accommodate the low-magnitude torquereversals that may be present during idle and dynamic braking. Further,in an embodiment, the external clutch 196 may not be disengaged or limitthe transfer of torque when the load exerted by the reciprocatinginternal combustion engine 32 decreases by an amount that produceslow-magnitude torque reversals that the gears in “Gearbox C” may be ableto withstand. For example, if the power generation system 820, 920, 1020is utilized in a locomotive during dynamic braking, it may be desirableto allow the external clutch 196 to remain engaged, or, alternatively,to allow the transfer of torque. In another example, the external clutch196 may remain engaged during idling of the reciprocating internalcombustion engine 32, even if the reciprocating internal combustionengine 32 experiences some degree torque reversal. However, it will beappreciated that during some other operational events where one or moreof the torque pulse and torque pulse reversal loads may be significantlyincreased (e.g., during start-up of the reciprocating internalcombustion engine 32), the external clutch 196 may disengage or limitthe transfer of torque from the reciprocating internal combustion engine32.

If, for example, ‘96’ includes an overrunning clutch, ‘96’ would beautomatically a) engaged whenever torque being transmitted from thereciprocating internal combustion engine 32 is positive and b)disengaged during brief moments when the torque from the reciprocatinginternal combustion engine 32 is negative; as such, because anoverrunning clutch 96 does not slip, it would transmit the fullmagnitude of any positive torque pulses to the gears, even the extremelylarge pulses during engine start.

If, for example, ‘96’ includes a constant- or variable-fill fluidcoupling, ‘96’ would always be slipping in order to protect the gearsfrom damage arising from torque reversals; in an embodiment, theconstant- or variable-fill fluid coupling 96 may include a lock-upclutch (not shown) for controlling and increasing the efficiency of theconstant- or variable-fill fluid coupling 96.

If, for example, ‘96’ includes a torque converter, ‘96’ would allow itsoutput torque to be higher than its input torque during high amounts ofslip; in an embodiment, the torque converter 96 may include a stator(not shown), and, in an embodiment, may also include a lock-up clutch(not shown).

In an embodiment, “Gearbox B” may be characterized as a type of gearboxthat is typically utilized in marine applications (i.e., gearboxes inmarine application may include a clutch 96, or may include a constant-or variable-fill fluid coupling or torque converter 96 with some degreeof slip). Functionally, the slipping of a constant- or variable-fillfluid coupling or torque converter 96 that does not include a lock-upclutch reduces the effective maximum rated speed of the reciprocatinginternal combustion engine 32 communicated to the gears within “GearboxB.” Thus, a lower effective maximum rated speed of the reciprocatinginternal combustion engine 32 may be communicated to the gears.

Further, in an embodiment, it will be appreciated that it may beadvantageous to maintain a clutch 96 in a disengaged state, or, tomaintain a constant- or variable-fill fluid coupling in an empty stateduring the starting/stopping of the reciprocating internal combustionengine 32, which may otherwise result in the most severe torque pulses.Further, it will be appreciated that there is not a need for anyrotation of the electrical converting device 34 until after thereciprocating internal combustion engine 32 has achieved a stable idlespeed. Yet even further, a reduced load would be placed on startermotors, batteries and the like if the electrical converting device 34 ispermitted to remain stationary while the reciprocating internalcombustion engine 32 is being started; it will be appreciated, however,that the reduced load is an additional benefit of keeping a clutch 96disengaged or of keeping a variable-fill fluid coupling 96 empty duringengine start and should not be construed as a mandatory configuration ofan embodiment of the present invention.

Regarding the Power Generation Systems 820, 920, 1020

Referring to FIGS. 3A-3C, power generation systems are shownrespectively at 820, 920, 1020 each having a repowered portion 10 i, 10j, 10 k in accordance with an embodiment of the invention. In anembodiment, the power generation systems 820, 920, 1020 are respectivelysimilar to the power generation systems 420, 520, 720 of FIGS. 2A, 2Band 2D with the exception of the design of the first connectingstructure 12 d (see FIGS. 3A-3B), 12 e (see FIG. 3C). Further, the powergeneration systems 820, 920, 1020 are differentiated from the powergeneration systems 420, 520, 720 by way of the design of the gearbox(i.e., “Gearbox C”), which is shown generally at 236 in FIGS. 3A-3C.

In an embodiment, the first connecting structure 12 d, 12 e isdifferentiated from first connecting structure 12 a, 12 c by theinclusion of an external clutch, overrunning clutch, constant- orvariable-fill fluid coupling or torque converter 196. Further, in anembodiment, the “Gearbox C” is differentiated from the “Gearbox B” bythe lack of inclusion of an internal clutch, overrunning clutch,constant- or variable-fill fluid coupling or torque converter 96. In anembodiment, the external clutch, overrunning clutch, constant- orvariable-fill fluid coupling or torque converter 196 may be included inthe design of the first connecting structure 12 d, 12 e for the purposeof reducing the load on the gearbox input 62 of “Gearbox C.”

In an embodiment, the first connecting structure 12 d may becharacterized by the external clutch, overrunning clutch, constant- orvariable-fill fluid coupling or torque converter 196 being arrangedbetween and connecting the torsionally resilient coupling 46 and thefirst misalignment coupling 40. In an alternative embodiment (notshown), the first connecting structure 12 d may be characterized by theexternal clutch, overrunning clutch, constant- or variable-fill fluidcoupling or torque converter 196 being arranged between and connectingthe first misalignment coupling 40 and the gearbox input 62. In anembodiment, the first connecting structure 12 e may be characterized bythe external clutch, overrunning clutch, constant- or variable-fillfluid coupling or torque converter 196 being arranged between andconnecting the torsionally resilient coupling 46 and the gearbox input62 (e.g., a gearbox input shaft) of the gearbox 236.

In an embodiment, the clutch, external overrunning clutch, constant- orvariable-fill fluid coupling or torque converter 196 is utilized forselectively translating rotational movement during specific operatingconditions (e.g. an idling condition) of the reciprocating internalcombustion engine 32 when torque reversals of the output device 60(e.g., a flywheel) of the reciprocating internal combustion engine 32are likely to occur. Because of the arrangement of the external clutch,overrunning clutch, constant- or variable-fill fluid coupling or torqueconverter 196 as a component of the first connecting structure 12 d, 12e, the “Gearbox C” may not need to include an integrated clutch,overrunning clutch, constant- or variable-fill fluid coupling or torqueconverter 96 as shown and described above with respect to the “GearboxB,” and, also because of this arrangement the gears of “Gearbox C” maynot need to be sized to accommodate torque reversals. However, it willbe appreciated that “Gearbox C” may include gears with an increasedability to withstand whatever low-magnitude torque pulses may still betransmitted from the output device 60 of the reciprocating internalcombustion engine 32 to the gears within the gearbox 236 by way of thetorsionally resilient coupling 46 and through the clutch, overrunningclutch, constant- or variable-fill fluid coupling or torque converter196 throughout the range of operating conditions.

The present invention has been described with reference to certainexemplary embodiments thereof. However, it will be readily apparent tothose skilled in the art that it is possible to embody the invention inspecific forms other than those of the exemplary embodiments describedabove. This may be done without departing from the spirit of theinvention. The exemplary embodiments are merely illustrative and shouldnot be considered restrictive in any way. The scope of the invention isdefined by the appended claims and their equivalents, rather than by thepreceding description.

What is claimed is:
 1. A method, comprising the steps of: providing apower generation system including a support frame and anoriginally-installed internal combustion engine connected to anelectrical converting device; removing the originally-installed internalcombustion engine from the electrical converting device and the supportframe; and repowering the power generation system by connecting arepowered portion to the electrical converting device, wherein therepowered portion includes a reciprocating internal combustion engine,and a gearbox, wherein the reciprocating internal combustion engine isconnected to the gearbox by a first connecting structure, wherein thegearbox is connected to the electrical converting device by a secondconnecting structure.
 2. The method according to claim 1, wherein thefirst connecting structure includes a misalignment coupling, and atorsionally resilient coupling connected to the misalignment coupling.3. The method according to claim 2, wherein the first connectingstructure further comprises an output device of the reciprocatinginternal combustion engine connected to one of the misalignment couplingand the torsionally resilient coupling, and a gearbox input of thegearbox connected to the other of the misalignment coupling and thetorsionally resilient coupling.
 4. The method according to claim 2,wherein the first connecting structure further comprises a clutch,overrunning clutch, constant- or variable-fill fluid coupling or torqueconverter, wherein the torsionally resilient coupling connected to oneor more of the clutch, overrunning clutch, constant- or variable-fillfluid coupling or torque converter and the misalignment coupling.
 5. Themethod according to claim 4, further comprising the step of utilizingthe clutch, overrunning clutch, constant- or variable-fill fluidcoupling or torque converter for selectively translating rotationalmovement produced by the reciprocating internal combustion engine to theelectrical converting device by way of the gearbox.
 6. The methodaccording to claim 1, wherein the first connecting structure includes aflanged connection including a first portion extending from thereciprocating internal combustion engine and a second portion extendingfrom the gearbox, wherein the first portion is flanged to the secondportion, and a torsionally resilient coupling arranged within one ormore of the first portion and the second portion.
 7. The methodaccording to claim 6, wherein the first portion is a flywheel housing,wherein the second portion is a gearbox input housing, wherein thetorsionally resilient coupling is connected to an output device of thereciprocating internal combustion engine, wherein the output device isarranged within the flywheel housing, and wherein the torsionallyresilient coupling is also connected to a gearbox input of the gearbox,wherein the gearbox input is arranged within the gearbox input housing.8. The method according to claim 1, wherein the first connectingstructure further comprises a torsionally resilient coupling, an outputdevice of the reciprocating internal combustion engine connected to thetorsionally resilient coupling, and a gearbox input of the gearboxconnected to the torsionally resilient coupling.
 9. The method accordingto claim 8, wherein the first connecting structure includes a clutch,overrunning clutch, constant- or variable-fill fluid coupling or torqueconverter coupled to the gearbox input.
 10. The method according toclaim 9, further comprising the step of utilizing the clutch,overrunning clutch, constant- or variable-fill fluid coupling or torqueconverter for selectively translating rotational movement produced bythe reciprocating internal combustion engine to the electricalconverting device by way of the gearbox.
 11. The method according toclaim 1, wherein the second connecting structure includes a misalignmentcoupling, wherein the misalignment coupling is connected to a gearboxoutput of the gearbox, wherein the misalignment coupling is alsoconnected to an input of the electrical converting device.
 12. Themethod according to claim 1, wherein the second connecting structureincludes a direct power transmitting connection including a gearboxoutput, a rigid circular disk connected to the gearbox output, and aflexible circular disk connected to the rigid circular disk, wherein theelectrical converting device includes a rotor having an input that isconnected to the flexible circular disk.
 13. The method according toclaim 1, further comprising the step of: utilizing the gearbox formatching a maximum rated speed of the reciprocating internal combustionengine to a maximum rated speed of the electrical converting device. 14.The method according to claim 1, wherein the gearbox includes anintegrated clutch, overrunning clutch, constant- or variable-fill fluidcoupling or torque converter, wherein the method further comprises thestep of: utilizing the integrated clutch, overrunning clutch, constant-or variable-fill fluid coupling or torque converter for selectivelytranslating rotational movement produced by the reciprocating internalcombustion engine to the electrical converting device by way of thegearbox.
 15. The method according to claim 1, wherein the electricalconverting device, the reciprocating internal combustion engine and thegearbox are connected to the support frame of an industrial vehicle. 16.The method according to claim 15, further comprising a resilientmounting portion that connects one or more of the reciprocating internalcombustion engine and the gearbox to the support frame of the industrialvehicle.
 17. The method according to claim 16, further comprising thestep of: utilizing the resilient mounting portion for resilientlymounting one or more of the reciprocating internal combustion engine andthe gearbox to the support frame of the industrial vehicle.
 18. Themethod according to claim 16, further comprising the step of: utilizingthe resilient mounting portion for elevating one or more of thereciprocating internal combustion engine and gearbox away from thesupport frame of the industrial vehicle for aligning the reciprocatinginternal combustion engine with the gearbox with respect to an alignmentof the gearbox with the electrical converting device.
 19. A method,comprising the steps of: providing a power generation system including asupport frame and an originally-installed internal combustion engineconnected to an electrical converting device; removing theoriginally-installed internal combustion engine from: the electricalconverting device and the support frame; and repowering the powergeneration system by connecting a repowered portion to the electricalconverting device, wherein the repowered portion includes areciprocating internal combustion engine, and a gearbox, wherein thereciprocating internal combustion engine is connected to the gearbox bya first connecting structure, wherein the gearbox is connected to theelectrical converting device by a second connecting structure, whereinone or more of the first connecting structure and the second connectingstructure includes a misalignment coupling.
 20. The method according toclaim 19, wherein each of the first connecting structure and the secondconnecting structure includes a misalignment coupling, wherein the firstconnecting structure includes a first misalignment coupling, wherein thesecond connecting structure includes a second misalignment coupling. 21.The method according to claim 19, wherein only the first connectingstructure includes the misalignment coupling.
 22. The method accordingto claim 19, wherein only the second connecting structure includes themisalignment coupling.
 23. The method according to claim 19, wherein thefirst connecting structure includes a torsionally resilient couplingconnected to the misalignment coupling.
 24. The power generation systemaccording to claim 23, wherein the first connecting structure furthercomprises an output device of the reciprocating internal combustionengine connected to one of the misalignment coupling and the torsionallyresilient coupling, and a gearbox input of the gearbox connected to theother of the misalignment coupling and the torsionally resilientcoupling.
 25. The method according to claim 23, wherein the firstconnecting structure further comprises a clutch, overrunning clutch,constant- or variable-fill fluid coupling or torque converter, whereinthe torsionally resilient coupling connected to one or more of theclutch, overrunning clutch, constant- or variable-fill fluid coupling ortorque converter and the misalignment coupling.
 26. The method accordingto claim 25, further comprising the step of: utilizing the clutch,overrunning clutch, constant- or variable-fill fluid coupling or torqueconverter for selectively translating rotational movement produced bythe reciprocating internal combustion engine to the electricalconverting device by way of the gearbox.
 27. The method according toclaim 20, wherein the second misalignment coupling is connected to agearbox output of the gearbox, wherein the second misalignment couplingis also connected to an input of the electrical converting device. 28.The method according to claim 19, further comprising the step of:utilizing the gearbox for matching a maximum rated speed of thereciprocating internal combustion engine to a maximum rated speed of theelectrical converting device.
 29. The method according to claim 19,wherein the gearbox includes an integrated clutch, overrunning clutch,constant- or variable-fill fluid coupling or torque converter, whereinthe method further comprises the step of: utilizing the integratedclutch, overrunning clutch, constant- or variable-fill fluid coupling ortorque converter for selectively translating rotational movementproduced by the reciprocating internal combustion engine to theelectrical converting device by way of the gearbox.
 30. The methodaccording to claim 19, wherein the electrical converting device, thereciprocating internal combustion engine and the gearbox are connectedto a support frame of an industrial vehicle.
 31. A method, comprisingthe steps of: providing a power generation system including a supportframe and an originally-installed internal combustion engine connectedto an electrical converting device; removing the originally-installedinternal combustion engine from: the electrical converting device andthe support frame; and repowering the power generation system byconnecting a repowered portion to the electrical converting device,wherein the repowered portion includes a reciprocating internalcombustion engine, and a gearbox, wherein the reciprocating internalcombustion engine is connected to the gearbox by a first connectingstructure having a torsionally resilient coupling, wherein the gearboxis connected to the electrical converting device by a second connectingstructure.
 32. The method according to claim 31, wherein the firstconnecting structure includes a misalignment coupling, wherein thetorsionally resilient coupling is connected to the misalignmentcoupling.
 33. The method according to claim 32, wherein the firstconnecting structure further comprises an output device of thereciprocating internal combustion engine connected to one of themisalignment coupling and the torsionally resilient coupling, and agearbox input of the gearbox connected to the other of the misalignmentcoupling and the torsionally resilient coupling.
 34. The methodaccording to claim 32, wherein the first connecting structure furthercomprises a clutch, overrunning clutch, constant- or variable-fill fluidcoupling or torque converter connecting the misalignment coupling andone of the torsionally resilient coupling and the gearbox input of thegearbox.
 35. The method according to claim 34, further comprising thestep of: utilizing the clutch, overrunning clutch, constant- orvariable-fill fluid coupling or torque converter for selectivelytranslating rotational movement produced by the reciprocating internalcombustion engine to the electrical converting device by way of thegearbox.
 36. The method according to claim 31, wherein the firstconnecting structure includes a flanged connection including a firstportion extending from the reciprocating internal combustion engine anda second portion extending from the gearbox, wherein the first portionis flanged to the second portion, wherein the torsionally resilientcoupling arranged within one or more of the first portion and the secondportion.
 37. The method according to claim 36, wherein the first portionis a flywheel housing, wherein the second portion is a gearbox inputhousing, wherein the torsionally resilient coupling is connected to anoutput device of the reciprocating internal combustion engine, whereinthe output device is arranged within the flywheel housing, and whereinthe torsionally resilient coupling is also connected to a gearbox inputof the gearbox, wherein the gearbox input is arranged within the gearboxinput housing.
 38. The method according to claim 31, wherein the firstconnecting structure includes a clutch, overrunning clutch, constant- orvariable-fill fluid coupling or torque converter coupled to a gearboxinput of the gearbox.
 39. The method according to claim 38, furthercomprising the step of: utilizing the clutch, overrunning clutch,constant- or variable-fill fluid coupling or torque converter forselectively translating rotational movement produced by thereciprocating internal combustion engine to the electrical convertingdevice by way of the gearbox.
 40. The method according to claim 31,wherein the second connecting structure includes a misalignmentcoupling, wherein the misalignment coupling is connected to a gearboxoutput of the gearbox, wherein the misalignment coupling is alsoconnected to an input of the electrical converting device.
 41. Themethod according to claim 31, wherein the second connecting structureincludes a direct power transmitting connection including a gearboxoutput, a rigid circular disk connected to the gearbox output, and aflexible circular disk connected to the rigid circular disk, wherein theelectrical converting device includes a rotor having an input that isconnected to the flexible circular disk.
 42. The method according toclaim 31, further comprising the step of: utilizing the gearbox formatching a maximum rated speed of the reciprocating internal combustionengine to a maximum rated speed of the electrical converting device. 43.The method according to claim 31, wherein the gearbox includes anintegrated clutch, overrunning clutch, constant- or variable-fill fluidcoupling or torque converter, wherein the method further comprises thestep of: utilizing the integrated clutch, overrunning clutch, constant-or variable-fill fluid coupling or torque converter for selectivelytranslating rotational movement produced by the reciprocating internalcombustion engine to the electrical converting device by way of thegearbox.
 44. The method according to claim 31, wherein the electricalconverting device, the reciprocating internal combustion engine and thegearbox are connected to a support frame of an industrial vehicle. 45.The method according to claim 44, further comprising a resilientmounting portion that connects one or more of the reciprocating internalcombustion engine and the gearbox to the support frame of the industrialvehicle.
 46. The method according to claim 45, further comprising thestep of: utilizing the resilient mounting portion for resilientlymounting one or more of the reciprocating internal combustion engine andthe gearbox to the support frame of the industrial vehicle.
 47. Themethod according to claim 45, further comprising the step of: utilizingthe resilient mounting portion for elevating one or more of thereciprocating internal combustion engine and gearbox away from thesupport frame of the industrial vehicle for aligning the reciprocatinginternal combustion engine with the gearbox with respect to an alignmentof the gearbox with the electrical converting device.